xctasy":10d3dexq said:
If you don't want to do the ignition, a stop gap is to drop down the Power Valve channel restrictions to 13.5 to 17 thou from the approx 59 thou they are now, and run a 6.5 Hg Holley power valve, or a 5.0 1983-1985 Mustang, or 5.8 Crown Victoria or 5.8 or 7.8 Liter F250 7.8 4180C two stage power valve.
You can then jet down to about 53.
This is what the Argentina Ford Falcon 2-bbl's ran.
But Bills way is better ans easier.
Amended post. Disregard the power valve recommendations, they were for a 125 to 132 hp 2 liter Pinto engine.
What I should have said is:-
Stock applications for a 350 2-bbl carb has the most fuel enrichment under the operation of the power valve of any Holley carb ever made, about 100%, as each power valve channel restriction is as big as the two stock carb jets. That carb was designed as a 289 to 390 cubic inch Autolite/ Motorcraft 2-bbl Ford V8 replacement carb.
To avoid lean out, its calibrated to go from fairly lean to psychotically rich when the power valve opens. Although it suits a 2v or Classic Inlines head with a good larger than stock cam without much alteration, or a a log head with an adapter is different.
If you don't want to do the ignition, a stop gap is to drop down the Power Valve channel restrictions to 40 thou from the approx 59 thou they are now, and run a 6.5 Hg Holley power valve, or a 5.0 1983-1985 Mustang, or 5.8 Crown Victoria or 5.8 or 7.8 Liter F250 7.8 4180C two stage power valve.
You can then jet down to about 53 call size jet
This is what the 2-bbl factory 221 cubic inch 350 Holley equipped cars used in South America/Argentina 1968 to 1983 SP 221's ran.
But Bills way is better and easier because his alterations are designed to suit the kind of set up you are using. His information has been constant, and gets constant results.
